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post #11 of 145 (permalink) Old 11-19-2011, 12:56 PM
mazdaspeedmyk
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This is has been a very helpful thread. Can this get stickied, so that others can refer to it easily in the future?


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post #12 of 145 (permalink) Old 11-19-2011, 01:59 PM
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Quote:
Originally Posted by MysticTim View Post
Thanks everyone for your advice, there seems to be a whole new world opening up for me here.

Phase One:
Cold Air Intake
Turbo Inlet Pipe
AccessPORT

Phase Two:
Cat Back Exhaust
Downpipe

Phase Three:
High Pressure Fuel Pump
Front Mount Intercooler

From there who knows? Thanks again for help.
Actually a cbe yields little gains on our MS3's unless your going to install a bigger turbo and an exhaust manifold. The stock MS3 exhaust has very little restriction .It's all in the downpipe design with a suffocating primary and secondary cat. Truthfully a cbe shoud be last on your list. Fuel pump, upgraded intercooler and downpipe are all must do stage two mods. There really is no stage three. Alought I guess installing a Bigger turbo could be considered stage three.

2013 MS3 (sold) / 2011 MS3 (sold) / 2010 MZ3 (sold)

2014 Lexus IS350 Silver lining metallic/Nav Pkg (current daily driver)

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Last edited by warlord; 11-19-2011 at 04:28 PM.
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post #13 of 145 (permalink) Old 11-21-2011, 01:56 PM Thread Starter
MysticTim
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Quote:
Originally Posted by warlord View Post
Actually a cbe yields little gains on our MS3's unless your going to install a bigger turbo and an exhaust manifold. The stock MS3 exhaust has very little restriction .It's all in the downpipe design with a suffocating primary and secondary cat. Truthfully a cbe shoud be last on your list. Fuel pump, upgraded intercooler and downpipe are all must do stage two mods. There really is no stage three. Alought I guess installing a Bigger turbo could be considered stage three.
This is good advice considering a decent CBE costs upwards of $800, from what I understand. Alright, a new revised plan of action then:

Phase One:
AccessPORT (~ $600)
Cold Air Intake (~$300)
Turbo Inlet Pipe (~ $200)

Phase Two:
High Pressure Fuel Pump (~ $500)
Front Mount Intercooler (~ $1,200)
Downpipe (~$450)

Phase Three:
Cat Back Exhaust (~ $800)

I've added a somewhat average price for each part that I've found across the internets, but it is only a semi-educated guess.

Perhaps I'll also link the appropriate install videos and instructions to the listed items so others like me can have a turnkey resource. I've always wanted to work on my car.

Last edited by MysticTim; 11-21-2011 at 02:04 PM.
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post #14 of 145 (permalink) Old 11-21-2011, 02:35 PM
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You can move the fmic down one on the list. Downpipe trumps it. Fuel pump upgrade needs to be before or at the same time a downpipe gets installed. Also a good tmic like ETS or Cp-e will allow you you to run 20psi of boost without killing the stock KO4 turbo. It will heatsoak faster than a fmic but it still gives less pressure drop than the stock tmic so it's worth it. I'm having a hard time comming up with $1200 for a quality fmic so I might just go with a cp-e tmic for a little less than $400.

2013 MS3 (sold) / 2011 MS3 (sold) / 2010 MZ3 (sold)

2014 Lexus IS350 Silver lining metallic/Nav Pkg (current daily driver)

I don't know the key to success, but the key to failure is trying to please everyone...

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Last edited by warlord; 11-22-2011 at 08:53 PM.
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post #15 of 145 (permalink) Old 11-21-2011, 02:46 PM
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I have the Magnaflow 15557 Catback Exhaust and love it. Sound and the look it gives to the rear end is awsome!! NOT ricey at all if you know what I mean??

check it out here:

http://mazda3revolution.com/forums/2...k-exhaust.html

If you have the money buy it... the car looks better!!

Just my two cents

2011 Mazdaspeed3 Velocity Red w/ Tech Package

Current Mod's:
CP-E Xcel CAI | CP-E DISI Nviscid Pipe | CorkSport Racepipe | Autotech Internals | COBB AP (Stage 1) | CP-E RMM 65A | MagnaFlow 15557 Catback | Forge BOV (Blue+2) | Tint all the way around | Escort 8500 X50 Blue using a BlendMount | TWM Black Pearl A6 Leopard Shift Knob | List will grow!|
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post #16 of 145 (permalink) Old 11-21-2011, 03:02 PM
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Don't forget to upgrade the rear motor mount or the shifter bushings...they might not be the most glamorous mods but they definitely make a difference in the power transmission/shifting ease of the car.


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post #17 of 145 (permalink) Old 11-22-2011, 07:50 AM
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Actually, this is the best route which isn't far off from a couple of you:

Just throw the HPFP/internals before the DP

https://www.streetunit.com/Articles.asp?ID=126

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Last edited by pzr2874; 11-22-2011 at 07:52 AM.
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post #18 of 145 (permalink) Old 11-22-2011, 11:50 AM
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Last edited by E.Tinker; 11-22-2011 at 11:54 AM.
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post #19 of 145 (permalink) Old 11-22-2011, 11:53 AM
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Below is an excerpt from COBB Tuning's Tuning Notes regarding the upgrade path for a 2010-2012 Speed3.

Quote:
Originally Posted by COBB Tuning
We've been asked by several people to help direct them with the most beneficial upgrade path. Below are our initial findings that we will continue to modify as evidence comes in and the data is verified. As far as the most beneficial (greatest bang-for-the-buck) upgrade path; the data is telling us that the following is ideal for the 2010+ MS3 platform:

1) AccessPORT + free flowing intake system. The stock ignition advance settings are a little aggressive, the stock calibration tends to create boost spikes, runs a bit lean on spool up (a bit lean for the DI Fuel Pressure this car runs), the throttle response is not very linear, etc. We know the stock intake is very restrictive (too small of a filter and air box for a FI application), relieving inlets restrictions helps the turbo/engine breath better and respond quicker.

2) CDFP upgrade + Turbo Inlet Hose (TIH). This allows slightly higher boost to be targeted and allows for the fueling capacity to keep up with the fueling demands. The stock CDFP can only keep up when 18psi or even less boost is targeted.

3) COBB DP or free flow exhaust system + upgraded BOV. If this path is chosen, keeping the stock 3-way catalyst is ideal and replacing only one catalyst with a test pipe and CBE will sufficiently increase VE. The increased exhaust flow will move the detonation threshold up and creates enough VE to allow for slightly higher boost targets. The stock BOV can hold well up to about 18.5psi, but not much above that and it tends to bleed off air throughout the RPM range during pulls. You can also upgrade the CBE exhaust when you do the downpipe installation for an ideal exhaust gas pressure relief.

4) TMIC upgrade (FMIC upgrade for upgraded turbo) + modified fueling system. The stock TMIC is the most effective configuration that we've seen to date. How Mazda plumbs the TMIC ducting from the front of the car (high pressure area) through the hood is very effective on the road, but the additional core size is very helpful at exchanging heat at the higher boost levels on the stock turbo. You can also install a FMIC to further prevent the heat soaking that a TMIC will see. With a higher capacity fuel system, you will be able to further benefit from higher base DI Fuel Pressure. With a fuel feed line that has a slightly larger orifice and with a safety relief valve that releases above 2000+psi, the fueling system capacity is increases by about 10% (which is very helpful) and with the higher pressure, the cooling effect of the fuel injection is increased.

5) Upgraded turbo. At this point in time, the stock turbo is working at is maximum and you can see this through the WGDC values that you log through the AccessPORT. The WGDC values will likely be at or above 90% from the mid RPM range to redline...letting you know that the stock turbo is spinning its head off. To help increase turbo life, you can target lower boost levels where the WGDC is around 80% by redline.

6) Upgraded exhaust manifold (EXM). We suggest this after the turbo upgrade because the stock exhaust manifold design is the limiting flow variables at this point. This helps relieve additional exhaust gas back pressure from the engine and rids the engine of the poor OEM EXM design. You can upgrade the EXM before the turbo, but it will require a full re-tune of the boost control system.
Granted, COBB is interested in pushing sales of their AccessPort...but their history also shows that they're interested in safely pushing the platform forward and providing a safe and effective DIY tuning solution for the MazdaSpeed community.


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post #20 of 145 (permalink) Old 11-22-2011, 12:05 PM
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Steps #5 and #6 look fun. If I had the money a GTX3071 and a Steedspeed manifold would be on my car right now.

2013 MS3 (sold) / 2011 MS3 (sold) / 2010 MZ3 (sold)

2014 Lexus IS350 Silver lining metallic/Nav Pkg (current daily driver)

I don't know the key to success, but the key to failure is trying to please everyone...

My newest vice.
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Sending me to the poorhouse faster than any of my Mazdaspeeds ever did.
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